Rudolph m



(No Model.)

' R. M. HUNTER.

ELECTRIC RAILWAY. No. 382,876. Patented May 15, 1888.

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UNITED STATES PATENT OF ICE,

RUDOLPH M. HUNTER, OF PHILADELPHIA, PENNSYLVANIA, AHSIGNOR TO THE ELECTRIC CAR COMPANY OF AMERICA, OF SAME PLACE.

ELECTRIC RAILWAY.

$PBCIFICATION forming part of Letters Patent No. 382,876, dated May 15:, 1888.

Original application filed March 18, 1886, Serial No. 195,742. Divided and this application filed August 29, 1887. Serial No 248,102. (No model.)

To all whom it may concern: I A and B are the line conductors, and, if de- 50 Be it known that I, RUDOLPH M. HUNTER, sired, may be used as working-conductors also. of the city and county of Philadelphia, and C is the generator.

State of Pennsylvania, have invented an Im- E shows the motors, and are electrically conprovementin Electric Railways, of which the nected to the working-conductors by wiresf following is a specification. and brushes e. The armatures F of the mo- 55 My invention has reference to electric railtors are in multiple-arc connection with the roads; and it consists in certain improve field-magnets H, and the currents in the arma ments, all of which are fully set forth in the tures may be reversed by switches G. The

IO following specification, and shown in the acfield-magnets H may be wound in separate companying drawing, which forms part therecoils connected in series, or the coils may be 6 of. wound continuous and be tapped, as at h, and The object of my invention is to provide switches K, operated. by handle K, may be means for braking the electric motor; and it used to vary the power of the field-magnets by consists in increasing the counter electromoincreasing or decreasing the number of coils tive force of the motor until it increases above in circuit on the cores. the initial electro-motive force, whereby the In place of changing the power of the fieldmotor is converted into a generator or dynamagnet, as above described, one or more sepmo-electrie machine, and is driven by the moarate or regulating generator-magnets, I, may

mentum of the car. As the car slows down, be connected with the poles or cores of thefieldthe field of force may be increased to keep up magnets, and may be traversed by a separate 70 the counter electro-motive force as the armacurrent from that passing through the field, ture slows down, due to the reducing speed of and its magnetic strength may be varied by a the motor or train. switch-lever, K, working with the contacts J In conjunction with the above method of in circuit with various portions of the magnets braking the locomotive, an auxiliary friction- I, so that any desired portion of the coils may 7 brake may be used, which brake would be be cut out of circuit to decrease the strength of operated by electricity. This friction-brake the field, or vice versa. By this means it is would be particularly useful whenit is desired seen that if it is desired to stop the train the 0 to stop the train exactly in front of the stat-ion driver has simply to operate the lever K to or platform. The counter electro-motive forceincrease the field, increasing the counter elec- 8 braking system is particularly available in tro-motive force until it equals the initial eleeslowing down the train, leaving it to the frictro-motive force. Then the motor will neither tion-brake to finally .stop the train. Either of act as a motor nor as a dynamo; but now, as

3 5 these devices may be used alone or in combithe field of force is increased the counter elecnation. It will be observed that the motor tro-motive force becomes the stronger,and the 85 when braking the train acts as a generator and motor acts as a brake. supplies electricity to the line-conductors, and L is a friction-brake armature, and may be this is particularly advantageous, as the extra attracted by the motor-magnets or by auxilduty required in going upgrade is practically iary magnets, if desired, and may be made as compensated for in going downgrade, as the a core to Work in a helix, as shown at L. 0 extra current utilized is returned to the con- This armature L is connected with the toggleductors again and aids the other trains in asjoint m, adapted to actuate the brake-shoes M.

cending the grade. To make this brake more powerful I provide This is a division of my application, Serial the armature with a helix, N, in shunt-circuit No. 195,742, filed March 18, 1886. a with the motor, and a switch, N, may be 5 In the drawing is shown a sectional elevaused to open or close the circuit a when the 7 tion of an electric railway with two motors in brake is to be taken off or put on. When the connection with the working-conductors, motor is normally running, the armature L is out of magnetic attraction sufficient to put on thebrake; but if the circuit a be closed, it will then be attracted to put on the friction-brake. Again, if the motor is being braked by the counter eleetro-motive force, the increase of the field will automatically put on the frictionbrakcs if the increase in the field of force is such as to insure the attraction of the armature L.

It is evident that the brake-armature L may be so designed that, with the greatest increase of the field of the motor, (by increase of the counter clcctro-motive force,) the attraction may be such that the instant the circuit a is closed the armature L, becoming magnetized, instantly applies the friction-brake to stop the train after the counter electro-motive force has acted to slow it down, thereby enabling the train to be stopped exactly at the right place. The switch I may be made to operate by the lever K after it has been moved to put on the greatest counter electro-motive force. The cars are also provided with an alarm-gong, a, under. the control of the driver by a switch, a to notify vehicles and persons on the track, and this gong may be of the kind known as the striking gong or a vibrator. It is placed in a shunt-circuit, a, with the motor, which may be opened and closed by the driver alone, or may be intermittently broken by the revolution of the axle of the car or by the motor indirectly. As shown,

Lthe shunt is provided with a spring circuitcloser, at, actuated by a cam or projection, a", on the axle or rotating shaft. This would have no effect so long as the switch a was open; but when closed the alarm will be automatically sounded. This alarm may be automatically put into action upon slowing down the motor by connecting with the switch K a link-and-lever connection, a, which may be liberated upon operating the lever K to slow the motor, and thereby allow the switch a to close and sound the alarm. In operating normally, or when the motor is traveling at the desired rate of speed, theleverK is thrown to the position indicated in the drawing. and presses upon the bell-cranklevcr connection a to hold the switch (5 open. If, now, I wish to in crease the counter electro-motive force to slow down the motor I move the lever K, and this releases the bell crank lever, and the switch a closes to sound the alarm a. It is readily understood that, if desired, the interrupter (L or this last mentioncd device for operating the alarm upon slowing down the motor, may be omitted and the alarm wholly controlled by the operator.

Any matters herein set out but not claimed are not dedicated to the public, but form subjeet-matter of other applicat-ions----lhat is to say, I do not claim the method of braking a train herein set out, nor the construction of the motor with means for varying the number of coils of its field-magnets in circuit, nor the broad application of an electric brake, as those form subject-matter of my applications,

Serial Nos. 195,742 of 1886, 200,400 of 1886, and 171,625 of 1885.

Having now described my invention,whatI claim as new, and desire to secure by Letters Patent, is-

1. An electric car or motor provided with an armature adapted to be attracted by the poles of the motor, and friction-brake 1necl1- anism actuated by said armature, substantially as and for the purpose specified.

2. In an electric car or motor, the fieldmagnets of the motor and means to increase or decrease their magnetic power, in combination with abrake-applyingarmature adapted to be attracted to the field-magnet poles upon increasing their strength above the normal to stop the car, substantially as and for the purpose specified' 3. In an electric car or motor, the fieldmagnet of the motor and means to increase or decrease the magnetic power, in combination with a brake-applying armature adapted to be attracted to the field-magnet poles upon increasing their strength above the normal to stop the car, a helix to maguetize the brakearmaturc, and a switch to open or close said helix with the electric supply,substantially as and for the purpose specified.

t. In an electric car or motor, the field magnets of the motor and meansto increase or decrease their magnetic power, in combination with a brake applying armatureadapted to be attracted to the ficld-magnet poles upon increasing their strength above the normal to stop the car, a helix to magnetize the brakearmaturc, and a switch to open or close said helix with the electric supply and put said helix in a shunt around the motor, substantially as and for the purpose specified.

5. In an electric car or motor, the fieldmagnets of the motor and means to increaseor decrease their magnetic power, in combination with a brake-applyi ng armature adapted to be attracted to the field-magnet poles upon increasing their strength above the normal to 7 stop the car, a helix to magnetize the brakearmature, and a switch to put said helix in or out of circuit upon increasing or decreasing the power of the field-magnets, substantially as and for the purpose specified.

6. The combination of the field-magnets II of the motor or car, the magnetic armature L of the friction-brake controlled by said fieldmagnets, brake-shoes M, actuated thereby, cir' euit n, and a switch to open or close said circuit, substantially as and for thepurpose speci lied.

7. The combination of the fieldmagnets II of the motor or car made with a series of coils, switches to put any number of said coils into circuit to vary the power of the motor, the magnetic armature L oft-he frictioirbrakecontrolled by said field-magnets, brake-shoes M, actuated thereby, circuit a, and a switch to open or close said circuit, substantially as and for the purpose specified.

8. The combination of the field magnets 1-1 of the motor or car made with a series of coils, switches to put any number of said coils into circuit to vary the power of the motor and actuate the switch of the brake-circuit n, the magnetic armature L of the friction-brake, shoes M, actuated thereby, circuit n, and a switch to open or close said circuit, substantially as and for the purpose specified.

9. An electric-railway motor having its fieldmagnets formed of a series of coils, those on each magnet connected in series, in combination with an electric circuit for supplying electricity to said magnets, and switches to simultaneously put in or out of circuit any number of coils of each field-magnet to vary the power or speed of the motor, substantially as and for the purpose specified, an electric signal, a signal-circuit, a switch in said circuit,and a connection between the signal-switch and switches for putting in or out of circuit the magnetcoils of the field-magnets.

10. An electric -railway motor having its field-magnets formed of a series of coils, and its armature arranged in multiple-arc or shunt connection with said field-magnets, in combination with working-conductors and connecting devices for supplying electricity to said magnets, and switches to simultaneously put in or out of circuit any number of coils of each field-magnet to vary the power or speed'of the motor, and switch devices for reversing the direction of the current through the armature, substantially as and for the purpose specified, an electric signal, a signal-circuit, a switch in said circuit, and a connection between the signal-switch and switches for putting in or out ofcircuit the magnet-coils ofthe fieldmagnets.

11. In an electric railway, the working-com ductors, in combination with a motor or car, connecting devices for conveying electric currents to the motor from the conductors, a slowing-down lever to control the power of the motor, an alarm or electric bell arranged in a branch circuitconnecting thepositive and negative working-conductors and interrupted to intermittently break said branch circuit, a switch to open or close said circuit,,anda connection between said switch and slowing-down lever, substantially as and for the purpose specified.

12. In an electric railway, the working-com ductors, in combination with a motor or car, connecting devices for conveying electric current to the motor from the conductors, a slowing-d own lever to control the power ofthe motor, an alarm or electric bell arranged in a branch circuitconnectingthe positive and negative working-conductors, and a switch to open or close said circuit actuated by the slowingdown lever to sound the alarm when slowing down the motor, substantially as and for the purpose specified.

13. In an electric railway, a traveling elec tric vehicle, an electric motor on said vehicle, a source of electric energy, an electric brake, a brake-magnet having its coils made in sec tions, a brake-circuit including said magnet, switch devices to put one or more of said coils in circuit, a brake-armature, a helix on said armature, and an electric circuit to energize said armature, substantially as and for the purpose s'pecified.

14. In an electric railway, a traveling vehicle, a source of electric energy, a mechanical or friction brake, a movable brake-actuating magnet, a stationary magnet independent of the wheels to actuate said brake-magnet, a connection between the brake-magnet and friction brake, and means to energize the said movable brake-magnet,whereby it is attracted toward the stationary magnet.

15. In an electric railway, a traveling electric vehicle, an electric motor on said vehicle, a source of electricenergy, an electric brake,

a brakemagnet connected to the brake and capable of moving a stationary magnet, and means to energize both said movable and stationary magnets, substantially as and for the purpose specified.

16. In an electric railway, a traveling electric vehicle, an electric motor on said vehicle, a source of electric energy, an electric brake, a brake-magnet connected to the brake and 0a pable of moving a stationary magnet, and means to energize both of said movable and stationary magnets, and means to vary the power of the stationary magnet, substantially as and for the purpose specified. 17. In an electric railway, a lineworking conductor, a traveling electrically-propelled vehicle, an electric motor on said car receiving electric current from said conductor, the field-magncts of said motor being formed of a number of coils or helices, and means for put ting into or out of circuit one ormore of said helices to vary the power of the field magnets, an alarm or signal, a signal-circuit, a switch in said signal-circuit, and a connection between said signal-switch and the means for putting into or out ofcircuit the helices of the field-magnets.

18. In an electric railway, a line-working conductor, a traveling electrically-propelled vehicle, an electric mot-or on said car receiving electric current from said conductor, the field-magnets of said motor being formed of a number of coils or helices, means for putting into or out of circuit one or more of said helices to vary the power of the fieldmagnets, and means for reversing the current in the armature-circuit, an alarm or signal, a signalcircuit, a switch in said signal-circuit, and a connection between said signal switch and the means for putting into or out of circuit the helices of the field-magnets.

In testimony of which invention I hereunto set my hand.

RUDOLPH M. HUNTER.

Witnesses:

B10111). S. CHILD, Jr., E. M. BRECKINREED. 

